A much-anticipated measure by regional operators has come to fruition. The National Shippers’ Council of Cameroon (CNCC) has provisionally suspended the mandatory Electronic Cargo Tracking Note (BESC) for goods transiting along the vital Douala-N’Djamena and Douala-Bangui corridors. This pivotal decision, formally announced via a communiqué signed on June 15, 2026, by Director General Auguste Mbappe Penda, impacts the entire logistical ecosystem. This includes shippers, licensed customs brokers, freight forwarders, and transporters involved in the movement of goods destined for Chad and the Central African Republic via Cameroonian territory.
Initially implemented in 2006, the BESC was designed to meticulously document cargo traceability, provide objective transport cost assessments, and contribute to commercial flow statistics. However, its application to simple transit cargo had progressively become a persistent point of contention with Chadian and Central African operators. They frequently voiced concerns over the accumulation of formalities and additional charges encountered en route to and from the bustling Douala port.
A key concession agreed at the N’Djamena tripartite forum
The suspension of this tracking note directly stems from recommendations made during the 5th Chad-Cameroon-CAR tripartite forum, which convened in N’Djamena in May 2026. This significant gathering was specifically dedicated to optimizing transit facilitation along the trans-Cameroonian axis. During the forum, participants highlighted the various technical and administrative impediments that were hindering the smooth flow of goods from Douala towards N’Djamena and Bangui.
According to an official within the CNCC, as cited in their public statement, these operational issues are partly attributable to the still-deficient interconnection of information systems among the various shippers’ councils within the CEMAC zone. Paradoxically, a tool intended to streamline monitoring ended up burdening logistical operations. Consequently, the suspension addresses both technical and political imperatives, serving as an interim solution until regional IT platforms achieve full harmonization.
Authorities in Chad and the Central African Republic, who have advocated for several years for a reduction in procedures at Douala, have welcomed this decision as a positive development. It is crucial to note, however, that this measure does not affect the traceability mechanisms managed by Cameroonian customs administration, which remain fully operational for all transit cargo.
Protecting 410 billion FCFA in annual revenues
For Yaoundé, the stakes are far from merely symbolic. Cameroonian customs authorities estimate that the transit of Chadian and Central African goods generates over 410 billion FCFA in annual revenue. This substantial income is directly linked to the Port of Douala, which stands as the primary maritime connection for the landlocked Sahelian and Central African hinterlands. Any decline in the corridor’s competitiveness risks a gradual diversion of these crucial trade flows.
This risk is quite tangible. For several years, N’Djamena has been actively exploring alternative logistical routes, including via Nigeria’s Port of Lagos or corridors traversing Sudan. Similarly, Bangui regularly assesses the option of utilizing the Congolese corridor through Pointe-Noire. In this highly competitive environment, every perceived superfluous procedure fuels discussions about diversifying access to the sea. The lifting of the BESC on transit flows therefore represents both a defensive maneuver and a significant act of facilitation.
Suspension alone may not suffice
While transporters and shippers across the sub-region commend this initiative, they also emphasize that substantial work remains. Persistent challenges include the numerous controls along the Douala-N’Djamena axis, reported irregular practices at police and customs checkpoints, and ongoing delays in port processing. These factors continue to impose heavy burdens on logistics costs. Without a comprehensive resolution of these structural irritants, the full impact of the BESC suspension will likely remain limited.
For Cameroonian authorities, the immediate challenge involves harmonizing documentary simplification with administrative discipline. Modernizing information systems, fostering inter-service coordination, and reducing redundant controls will be critical factors in ensuring the trans-Cameroonian corridor maintains its position as the preferred option for Chadian and Central African freight. The BESC suspension marks merely the initial phase in a long-awaited reform agenda for CEMAC operators. The measure is effective immediately and will remain valid until further notice from the CNCC.
